Railway car end buffer arrangement



April 28, 1953 A. G. DEAN RAILWAY CAR END BUFFER ARRANGEMENT Filed oct. 24,' 1947 INVENTOR BY ail/lf fill/1111111 ATTORNEY April 28, 1953 A. G. DEAN RAILWAY CAR END BUFFER ARRANGEMENT` 2 SHEETS-SHEET 2 Filed Oct. 24, 1947 ATTORNEY Patented Apr. 28, 1953 UNITEDsTATEs `RAILWAY cARENn UFinta` ARRANGEMnr e l `Albert GfDean, Narberth, Pa., assignorto The 1 Budd Company,.Philadelphia, `Pa., a corpora-` 1 t tion of Pennsylvania e applicati@ october 24, 1947, serialnolisfaooee 4 Claims. (Cl.-`213-221) i i l"lheinvention relates to railway cars, and more particularly to the end buffer and `faceplate arrangements of such cars;

` It is among the objects of theinvention to simplify the arrangementof the buffer mechanisms` and to facilitate theassembly and disassembly thereof with the car end underframe, thereby reducing manufacturing and maintenance costs and enabling the buiier mechanism and parts associated therewith to be readily replaced when desired.

It a further objectto minimize wear on the diaphragm "face plate, of which the central buffer member forms a part.

VThe rst of these objects is attained by a construction of the car end underframe and the buffer or buffers associated therewith so the buffer stem or the buffer and connected buffer stem, the spring for actuating the buier, and certain of the mountingT means for the buffer, may be subassembled as a unit and nally assembled by simple endwise movement of the subassembly with the car end underframe, and removably secured in position so that it can be readily detached from the end underframe and withdrawn as `a unit when desired.

This arrangement may be applied' to the side buffers, where ysuch are provided, and also to the central buffer forming a part of the usual face plate.

The arrangement, particularly as respects the side buiers, is preferably such that the buffer spring is precompressed in the assembly of the buifer subassembly to the car end underframe.

The buffer forming a part of the face plate is, according to the invention, carried by a pair of side stems having outer and inner mounting means, and the outer of these mounting means are provided with cushioning means, such as rubber springs, permitting sliding movement of the stems therein and allowing limited Vertical and/or lateral movements of the face plate under the restraint of the cushioning means.

Since the face plates of two coupled cars are usually pressed together under the force of the buffer springs, ,and also under the force of the usual spring or springs provided between the top of the face plates vand the adjacent car ends, the friction set up between them is sufficient to permit such limited lateral and vertical movements between the car ends as occur in normal running over a substantially straight track-without causing sliding of the opposedface `plates on each other.` Such sliding movement in normal operation hasheretofore resulted in` excessive wear of theface plates. W

l Such limitedmovementsas occur-under the conditions above "indicated are, according to the invention,` permitted by the *cushioning means arranged between the buifersidestems and their mounting means, the resistance of the cushioning means tol such` movements being insuicienn for the amplitude of movement under consideration, to overcome the friction between the face plates of the coupled cars. Uponexcessive such relative movement between opposedv coupled car ends, sliding between the faceplates associated therewith will takeplace,v but since such excessive movement `is. relatively infrequent,` as compared with the minor relative movements between the car ends in normaly operation'thewear as a result is not excessive, e

All the lesser relativemovementsbetween the car ends occurring innormal operation are therefore cushioned without producing the frequent sliding movement between; face plates which produces excessive wear. The elimination of sliding movement between f ace plates also results in minimizing the noise incident to such sliding, particularly where there ismetal-tometal engagement between faceplates and betweenthe buffer stems andthecar underframe. 1 j

"Theseand other objects andadvantages "and the manner in `which they are attained will be made clearer by the following detailed description when read in connection with the drawings forming a part of'this specification; In the drawings:

Figure l is an endelevational view, with parts in section, of a railwaycar yshowing the invention app-lied thereto;

p Figure 2 is afragmentary `sectional plan View, on an enlarged scale," of the lend portion of the car, the section being taken substantiallyon the line 2-2` of Figure 14,` and showing the `relation between `two coupledcars;

Figure 3 isa fragmentary vertical longitudinal sectional `,View through one of the side buffers, showing it adapted for a'diierent car `coupling condition from that shown in Figure `2,`Vand showing the` position of the parts with two cars coupled; i l` Figure 4 isa fragmentary vertical longitudinal sectional view through onefof the sidestems supporting the diaphragm face plate, the section being taken substantially --Lof Figurekand i g ,l n" y Figure 5 is a detailtransversesectional view taken.` substantially onfthe 'line 5,751,101 {Eigurmif The car body to which the invention is shown applied is generally designated bythe numeral I0, its end wall by I I, and its underframe by I2. This car body end is shown equipped with side buffers, generally designated I3, and a central combined buifer I4 and diaphragm face plate I5, both types of buffers being mounted for cushioned inward movement on the underframe, and the combined buffer member and face plate being mounted also for pivotal movement about an axis in substantially the central vertical longitudinal plane of the car body and also for limited cushioned lateral and/or vertical movements, as Will be made clear by the detailed description later on. Both the side buifers I3 and the Central buffer I4 are mounted on the underframe I2 through longitudinally spaced aligned guiding and supporting means cooperating with stems extending inwardly from the respective buffers. Springs are also associated with each of the stems to normally holdthem in an outward position.

According to the invention, the stems, the outer guiding and supporting means and the springs are designed so they may be assembled asl separate subassemblies, and these subassemblies are so related to the associated parts of the end underframe that they may be assembled by endE wise movement with the underframe and removably secured thereto by a simple securing operation.

Referring iirst to the. mounting of the side buffers I3, it will be seen that the end sill I6 of the underframe is provided with an opening therethrough adapted to receive the buffer stem I'I secured at its outer end to the buffer member or head I8, the inner end of the stem being guided and supported4 by an outwardly opening pocket I9 integral with the underrame I2 and extending inwardly of the end sill. The outer end. of the stem is supported and guided by a collar '20 on a bracket 2i which is removably bolted by bolts V2.2 to the outer face of the end sill lt.

Inwardly of the end sill the stem is provided with an enlarged abutment 23 receiving the thrust, through a spring-centering collar 24., of the outer end of a spring, such as the coil spring 25, encircling the stem. The abutment 2 3 may be a two-part clamp interlocked with a groove in the stem by the clamping bolts 23".

The inner end of the stem is supported ,and guided by a floating follower 25 against which the inner end of the spring 25 is adapted to bear. The inner end of the stem, which projects, in the arrangement shown in Figure 2, `some .distance beyond the pocket I9, is preferably threaded, and a nut 2l 'is screwed thereon .and suitably locked in place. This nut forms an enlargement at the inner end of the stem which is adapted to .engage the floating follower 26 on its inner side .to Vhold the parts of the subassembly together when it is Withdrawn from the underframe. A rubber cushion 2l' is preferably provided at theinner .end of the follower.

The inner end 2.8 of the pocket I'I is formed with a central opening 29 to permit passage of the nut and the portion of the follower V2li projecting therethrough, and the end wall of the pocket surrounding this opening provides an inner abut'- ment through which the thrust of the spring -22 is transmitted by Vwayof the-follower ,26 tothe underframe I2.

The distance between the abutment '23 on the' stem I6 and the abutment 28 on the lunderframe is less 'than 1the uncompressed length .of vthe spring, and .the mounting `:=bo1ts.22 areof .aigrea'ter length than is necessary to bolt the bracket I9 to the end sill. This greater length makes it possible to start the nuts of the bolts with the spring under no, or substantially no, compression, but by the time the nuts are fully screwed home, the spring is placed under a predetermined precompression in the assembly of the buffer subassembly with the underframe, LIhe nuts v22 may then be locked by suitable means, such as locking nuts.

It will be noted that the buffer stem is comprised of tWo telescoping parts, the stem proper Il and a sleeve 30 which surrounds the stem proper II. The outer end of this sleeve 30 abuts the buffer head I8 and the inner end of the sleeve has clamped to it the abutment 23. In the arrangement shown in Figure 2 this sleeve acts as if it were an integral part of the stem in the operation of the buier on the inward buing movement thereof, but the buiier stem proper I'I and the attached buffer head I8 are free to move outwardly in the sleeve to the extent permitted by the nut 2?.

This is the arrangement, when the adjacent cars are coupled together by the usual coupler heads 29, in which the side buffers of the coupled cai-s are slightly spaced apart, as shown in Figure 2, and the buffers come into play only upon the approach movement of the cars in buif or in rounding curved track,

When the cars are coupled together by a dif.- ferent coupling, as represented by the hooks 30 suitably connected as by a ilexible ,chain or cable (not shown) it is desirable that the side buiers are in strong bufng engagement at all times while the yCars are coupled, and it is therefore desirable that the buiers come to rest in their outermost position a substantial distance beyond the position shown in Figure 2. This can be achieved, as shown in Figure 3, by lirst manually pulling out the buffer head I and stern proper I "I, which can be ldone without spring opposition, and an adapter `3| is then dropped on the stem proper II between the buffer head and the sleeve 3l. This adapter has a slot which nts the rectangular shape of the stem and may be carried, at times when it is not in use, on the car end, Where it is in place for use when required.

In Figure 3 the buffers of two coupled cars are shown in the partially compressed condition which they assume under this mcdied coupling condition. The side buffers are provided with relatively heavy springs to take heavy oung forces. central'lbuer ill, forming part of the face plate i5, is mounted generally similarly to the side'buffers except as modied to permit the lateral and vertical cushioned movement thereof. The upper part of the faceplate is urged outwardly by a spring, as 32 (Figure l), and the sides and top ofthe face plate are connected to the car body by `the lusual enclosing diaphragm 33.

`With this arrangement, ythe combined Ybuffer I.4- and face plate If are carried Vby the side stems 3d vhinged to Athe buffer :by the vertical Ahinge pins 35 and extending inwardly through openings in the lend sill, and supported Aand guided by an outer .supporting and guiding xmeans 3% and an inner supporting and guiding means 3l. The outer supporting and guiding means .comprises a bracket .fi-8 `loosely receiving the rectangular .outer end portion .of an associatedl stem. inwardly of the .end sill the stem is of .circular form and provided :with an abutment 39 vbearing against a shoulder .on the stern for the outer'end vof Aa coil spring- .dd vsurrounding the stem.. The inner end of :the stem-tis guided 4and `supported through a floating follower 4| engaged by the inner end of the spring 40 and carried by an outwardly opening fixed pocket 42 rigidly mounted on the underframe l2. The inner end of the stem is screwthreaded, and a, nutl 43, threaded thereon and suitably locked, provides an enlargement for engagement with the inner end of the follower 4i to hold the parts assembled when the buffer subassembly is outwardly withdrawn from the underframe.

The subassembly, including as main elements the bracket 38, stem 34, spring i3 and follower lli, may be subassembled as a unit and inserted longitudinally in assembled relation with the underframe where it is removably secured by bolting the bracket 38 to the outside face of the end sill of the underframe (see Figures 2 and 5). It will be seen then that by unbolting the outer mounting brackets of the side stems, the side stem subassemblies, together with the buffer and face plate, may be removed as a unit from the car end underframe.

The side stems are preferably cushioned by a spring in their outer mountings 36, and to this end a rubber cushion 44 of generally laterally presentingr U-shape (Figure 5) is inserted between the rectangular-shaped guide of bracket 38 and a U-shaped metal plate 45 which bears against the rectangular portion oi the stem 34.

This rubber cushion is designed to fit between the o cushion is preferably furnished with wear plates 46 on the sides racing the cushion.

This cushioned mounting of the side stems of the combined buffer I4 and face plate I5 permits the limited lateral and/or vertical movement of the associated face plate to prevent sliding of one face plate on the associated face plate of an associated coupled car during the normal relatively straight-track operation of the cars. It greatly reduces the wear and noise generally caused by the relative movements of the two opposed face plates of coupled cars.

The operation of the device is believed clear from the foregoing detailed descriptionJ and further description of the operation is therefore omitted.

While a specific embodiment of the invention has been herein described in detail, it will be understood that changes and modifications may be made by those skilled in the art without departing from the main features of the invention, and such changes and modifications are intended to be covered by the appended claims.

What is claimed is:

1. A railway car end buffer arrangement comprising, in combination, a car end underfrarne, a buffer member disposed longitudinally of the car outside said end underirame and supported therefrom for in-and-out movement by at least one stem extending inwardly therefrom and supported and guided by longitudinally spaced outer and inner supporting and guiding means carried by said underframe, and spring means for urging said buffer member and said stern' outwardly, said buffer member, said stem, said spring means and said outer supporting and guiding means being removably assemblable as a unit with the car end underframe.

2. A railway car end buier arrangement com'- prising, in combination, a car end underframe having an end sill and an outwardly open pocket disposed inwardly of said sill and having a restricted opening at its inner end forming an abutment, and a buffer subassembly adapted to be assembled with, or disassembled from, the end underfraine by endwise movement, said subassembly comprising at least one buier stem, a guide for said stem adapted to be removably secured to said end sill, the stem extending inwardly' through said pocket and having an enlargement at its inner end of less diameter than the diameter of the opening at the inner end of said pocket, a follower movably mounted on the inner end ol said stem and guiding the latter in said pocket, a spring surrounding said stem and extending between an abutlnnt on the stem and said follower, the inner end of said follower being adapted to engage the abutment at the inner end of said pocket to compress the spring when the buffer stem is moved inwardly and the enlargement at the inner end of said stem being adapted to engage the follower to hold the parts assem'- bled when the buffer subassembly is withdrawn from the underframe.

3. A railway car end butler arrangement comprising, in combination, a car end underframe, a buffer member disposed longitudinally of the car outside the car end underframe and supported therefrom for in-and-out movement by at least one stem extending inwardly from and operatively connected with said buier member and supported and guided by longitudinally spaced outer and inner supporting and guiding means carried by said underframe, and spring means for urging said stem outwardly, means for removably mounting said buffer, said stem, said spring means and said outer mounting means as va unit on said underframe, said removable mounting means being adapted to precompress lsaid spring while mounting said unit in place.

4. A railway car end buler arrangement comprising, in combination, a car end underframe, a buffer comprising at least one inwardly extending stern supported and guided on the underframe by an outer guiding and supporting means removably secured to the underframe and an inner guiding and supporting means rigidly secured to the underframe, a spring for urging said stem outwardly reacting against the stem and the car underframe, said stem, its outer guiding and sup- 'porting means land said spring being removably assemblable as a unit with the car end underframe. ALBERT G. DEAN.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 447,054 Green Feb. 24, 1891 470,799 Bissell Mar. 15, 1892 601,899 McKeen Apr. 5, 1898 659,781 Ball Oct. 16, 1900 706,424 Knaus Aug. 5, 1902 1,526,710 Kreissig Feb. 17, 1925 2,085,713 Dwyer, Jr. et al. June 29, 1937 2,243,854 Christianson et al. June 3, 1941 2,309,073 Dean Jan. 19, 1943 2,340,335 Marsh Feb. 1, 1944 FOREIGN PATENTS Number Country Date 326,849 Germany Oct. 2, 1920 453,835 Germany Dec. 19, 1927 29,629 Great Britain Dec. 23, 1913 of 1913 968 Italy Oct. 12, 1881 (2nd series, vol. 12) 

